Distribution system for explosion or internal combustion engines



M. KADENACY DISTRIBUTION SYSTEM FOR EXPLOSION OR INTERNAL COMBUSTION ENGINES April 5, 1938.

Filed Aug. 1, 1954 77?. fiaai engg M MrfizM Patented Apr. 1938 ms'mmnnon srsrnm FOB nxrnoslox on mrmar. COMBUSTION enemas Michel Kaden'acy, Paris,- France Application August 1, 1934, semi No. 738,015 In France August 1, 19 33 lclaim.

quired for the burnt gases to expand down to the ambient atmosphericpressure by adiabatic flow is utilized for introducing the fresh charge.

accordingto the invention.

Figure 2 is a diagram showing the action of the device for controlling the distribution.

It will be assumed, for instance, that an englue, in the cylinder (or in each cylinder) I of which slide two diametrally opposed pistons 2, 3, is under consideration. The piston 3 is connected by a rod with the crank arm 2| of a crank shaft 22. The other piston 2 is connected by a rod 23 with a cross head 24 slidably mounted in guides 25. The cross head 24 is connected by a rod 26 with a crank arm 21 carried by the crank shaft 22 and arranged in opposed relation to the crank arm 2|.

Admission takes place through two conduits 4 opening in the wall of the cylinder I through ports 5, and exhaust is effected through a conduit 5 opening in the wall of the cylinder l through a port 1. Both ports 5 and 1 are respectively uncovered by the pistons 2 and 3, when the Hatter approach their bottom" dead centre, that is to say the position opposed to that corresponding to maximum compression.

I'his engine operates in the following manner.

At the end of the firing stroke, the piston 3 uncovers the port I, and, the body of burnt gases resiliently rebounds between the cylinder wall and the gaseous atmosphere existing in the conduit 6,

whereupon, under the influence of the repeated shocks to which it has been subjected, this gaseous atmosphere is in its turn set in motion, and the burnt gases leave the cylinder as a mass forming with the gaseous atmosphere, in the conduit 55 8, a column which escapes at a high speed and Figure 1 is a diagrammatic view of an engine- (on. -32) I produces in the cylinder a shock similar to a negative water hammer, that is to say a suction eiiect.

It is at this moment that the piston 2 uncovers the ports 5, so that the cylinder is automatically. and completely filled up, and, when the gas 001- umn, checked on the down side by the atmosphere it encounters, tends to return into the cylinder, its re-entry into the latter is opposed by the charge of fresh air (or of carburetted mixture) which has just been admitted therein.

According to the invention, the above condition is maintained 'at varying engine speeds by the provision of an adjusting device whereby' the lapse of time between the opening of the exhaust 15 and that of the inlet can be varied.

In the example under consideration, this ad justment is obtained by means of sliding sleeves 8, 9, interposed between the cylinder l and the pistons 2 and 3, respectively, and provided with ports Ill, II opposite the ports 5, I. Y

The arrangement and the respective levels of the various ports are such that by causing the sleeves 8, 9 to slide in the cylinder, the distribution is modified; by moving the sleeve 8 in the direction of F1, the opening of the .inlet is retarded, and, by moving the sleeve 9 in the direction of F2, the opening of the exhaust is retarded, the reverse efiects being obtained if the sleeves 8 and 9 are moved in the opposite directions to those indicated.

These displacements are controlled by pinions I2, [3 respectively meshing with racks ll, I5, longitudinally arranged on the outer walls of the sleeves 8, 9. 35

Figure 2 is a circular diagram showing various positions of the distribution system; F designates the direction of rotation of the engine; the points OEI, 0E2, 0E3 designate different positions of exhaust opening, and the points OAI, 0A2, 0A3,

different positions of inlet opening.

When the positions of the sleeves 8, Q are such that the exhaust opens at OEI, and the admission at OAI, the angular retardation of the admission relatively to the exhaust has a relatively 45 great value a. This arrangement corresponds to a high speed of rotation of the engine, since, notwithstanding this high angular value, this retardation must have, in terms of time, a value which is always relatively small in order that the charg- 5o ing shall be eflected before the tail end of the column of exhaust gases has had the time to return into the cylinder.

If the sleeve 9 is moved in the direction of the arrow F2, the opening of the exhaust port is re- 5 tarded, the "exhaust then takes place at a point such as 0m. and, ii the sleeve 8 is moved in a direction opposed to that oi the arrow F1, the

opening 01' the inlet is advanced, the admission then occuring at a point such as 0A2.

For this new arrangement, the angular retardation of the opening of the inlet relatively to that oi the exhaust is now only p and this, from whathas been stated, corresponds to a lower speed of the engine.

Finally, the arrangement HOS-0A3 of Figure 2 diagrammatically illustrates a still smaller angular retardation 6 corresponding to a still lower speed oi the engine. c

It is of course to be understood that the en ines to which the present invention is applied may comprise any of the expedients described in Pat- .ent No. 2,102,559 above referred to.

I claim:

90 A two stroke cycle internal combustion engine having a cylinder, exhaust andinlet orifices in the cylinder,, an exhaust conduit on the exhaust orifice. means for so controlling the exhaust oriv iice during the firing stroke as to ensure the iss'uance oi the burnt gases as a mass, whereby the -said mass'moves outward and thereafter returns 

